Fluid pressure brake



Jan. 1, 1935. c. c. FARM ER 1,986,470

I FLUICD PRESSURE BRAKE v Original Filed Junel'Y, 1932 2 Sheets-Sheet l FULL RELEASE POS/ T/ONG 24 POSITION RETARDED RELEASE F 2 INVENTOR. 17 /4 E CLYDE o. F'ARMER.

ATTORNEY.

Jan. 1, 1935. c. FARMER 1,986,470

FLUID PRESSURE BRAKE I Original Filed June 17, 1932 2 Sheets-Sheet 2 W- I 22 INITIAL QUICK SERVICE 23 24 .POS/T/ON3 3o 2o FULL SERVICE Ti ,4. E2

v POSITION INVENTOR.

CLYDE C. A MER A TTORNE Y.

will function .to control the ..brakeson .allongerf train than it was originally designed, to cont- Patented Jan. 1, 1935 were. 101. toe-as) "This invention relates-to "fluid passe-atri equipment which operates according to ,va'riations in brake pipe pressure to control'th'ea'pplication and release ofithebrakesj For the purpose of economy, "there in a trainand whereheretdforefaireight'train might consist ofone hundred cars, it-isnow desired to operate trains df.mo re"thari one hu'n dre'd cars.

The equipmentatpresent employed was ,oiig-f inally designed to operatelin trains umtojone hundred carsiinv length, but with the .continuing'l increase in train length, various operating diificulties "are being encountered, especially Iin ob-T taining the desired operationiof 'thetequipment onthe cars at the rearaend of a long train, .Iand the principalobject of .my inventionistosd modify [the ordinary itriple valve neviee of the 'brake equipmentlthat -it will cooperate with the other parts .oflthe equipmentQto,providelthe liesired control of thelbrakes on a very lon gfitrain.

According to the above 7 object 'l'the' ordinary triple valve deviee'is adaptedito" be lutiliz'ed, in

the usual brake equipment, without excessive, or costly alterations, to ,provide the .de'sired control of the brakes on a .very long traih',]..wliich could not be accomplished with the triple valve device as originally constructed.

It will .be apparent that, whenitis desired to alter ..the present brake equipment, .so tha't it trol, allthat is necessary is -to modifyfthe old triple valve t device and since this may be diin without excessive costit ,will be unnecessary to discard or scrap the old triple valve device." I

Other objects and advantages .williappear Yin the following more detailedtdescription .of the T is connectedto the brake pipe 2 by'way of a invention.

In the accompanying drawingsyliig, .1 is a diagrammatic view, .m ainly in. section, of .a ,flui'd v modifled triple valve device 'whicni ssncwn l fi l "release position; andFigs. 2,3 and '4 are similar pressure brake equipment embodying views showingthe triple valveparts'inretaided release position, initial quick [servicelpcsition and full service position, respectively. g

As shown in the accompanying drawings improved equipment may comprise amp valve device 1, a'brake pipe'2, an" auxiliaryreservoirjtf and a brake cylinder '4. The triple valve device "1 in the pre'sent'tembodirnent ofmyinvention'is oftheftilhkhd n is l con tinuing tendency toincreasethe number of cars anism"hasbeenremoved;is again secured to the my'improve'd equipment. In modifying an'old tripleva'lvefdevice, the quick action'mechanism is removed from'the' triple valve casing -5 leaving the'chamber 6,"which contained the quick actlonmechanism open atone end. Contained in the chamber 6 isa check valvedevice comprising a hollow cage '7 which, at .one end, has screw=threaded .connection with the casing '5 withinja passage 8, through"whichfluid under pressure wasformerly adapted to'be supplied to theichamber 6 in effecting either a 'service' D1 an emergency application of the brakes, thisenfd l of the.check valve casinghaving'a passage? openff'tothepassage 8. "Acheck va lve preferably 'in theiormof aball 10 is contained inthe cagfe"7, said check valve being constantly urged toward its'seati 11 by'theaction of aspring 12; which is seated on a spring seat13 held in the cage by .a snap ring 14 which is snappedina groove formed in"the"wallof'the cage. The in-. terion'df "the "check valve cage is 013811101116 chamber 'fithroug'h' openingsm providedin the wall ofthe cage. The'check valve 10 isprovi'ded forthe purposebf preventing back flow of fluid fromjthechamberB to thep'assageaas will appear ini'the. following description.

After' the check valve device is thus secured to thej triplewalve casing 5,the "old check 'valve casing '1'6,fromwhich the check valve mechtriple valve casing in its original position, there beinga newelementtin theqform of a platel'l clamped between the triple valve casing and the check'valve casing. The :jplate 1'7 fits in the recess. in'thecheck valve casing, which formerly accommodated the combined guide and valve seatmember "of the 'quick "action mechanism, andcloses off the chamberfiirom a chamber 18 inthe check valve casing, which latter chamber The old triple valve change *and'is secured, in its original position,

tosthecasing5 in the usual manner.

The oldtriple valvepiston'2'7 is used without change andanew main slide valve 28 and a new graduating slide valve 29 are substituted for the oldslifie valves and are'contained the J to the pressure of a spring '35, said stop and"- Spring being alvaged from the old triple ,valye device and used without change. In operation, to i it u charge i equip;

ment, fluid under pressure is suppliedto the brake pipe 2 in the usual manner andfiows therefrom through pipe 19 to the chamber 18; in the cap 16 and from the chamber 1.8 ?flo-ws, through passage 21 to the triple valve piston -'--of the main slide valve 28, so that upon further chamber 20. With the triple valve device infull release position as shown in Fig. 1 of the drawings, fluid under pressure supplied to the" cham-,

ber 18 also flows through the old quick service passage 36 and a port 37 in the main slide valve 28 to the valve chamber. 30 and from thence,v

flows through pipe 31 'to'the auxiliary" reservoir -Fur.ther, with the triple valve device'in', full release position, the brakecylinder4 is 'open'to the atmosphere by way of pipe and passage' 38,

abavity 39 in the main slide valve 28'and 2,: also open to: the.

passage 40. The chamberfi is atmosphere through passage 38. I

If -itis desired to effect a service application the brakes, fluid under piston chamber 20is thus reduced slightly belowv the pressureof fluid in valve chamber 30,,the

piston 27 moves outwardly :to'ward service position, 'shif ting the graduating slide valve 29 in the same direction relative tofthe main slide valve 28. As the graduating slide valve is thus shifted, it first laps the port 37 in the mainjslid'e valve 28and thus prevents'thebackflow' of fluid' from the valve chamber 30Iand auxiliary reservoir 3 to the brake pipe and also uncovers the service port in' the main slideyalve. After the port 37 is thus lapped, thefpiston continues to shift the graduating slide valve relative to the main valveuntilsuch time as the collar 41 on the rear end of the piston stern 32 engages the. rear end surface .42 of the main slide valve 28, at whichtime further movement of the moved inv piston will cause bothvalves tobe unison toward application position.

When the collar 41'engages the "main slide valve," the graduating slide valve will have been shifted to initial quick service position,'a's shown: in Fig. 3 of the drawings. this position a passage 43 in the auxiliary slide ,valvefregisters with the port 37 in. the mainslide valve and a port 44, leading from the passage '43, registers with a 45 m ne main slide Valve, which latter port is open to the passage-8 in the triple valve casing 5. Fluid under" pressure is now locallyvented from .thebrake pipe to the at-v mosphere by way of pipe .19, chamber 18, pas sage 36, port-37 in the main slide valve, passage 43 in the graduating valve 'port 44, port 4 ,111 the main slide valve, passage 8, passage 9 inthe check'valve cage7, past the ball checkvalve 10,]

openings'15 in the cage 7, chamberfi passage 38,

i pressure is gradually vented from the brake pipe .2 and ;;the .con-' nected triple valve piston chamber 20"through.

cavity 39 in the main slide valve and passage 40, causing a local reduction in brake pipe pressure which acts to hasten the movement of the triple valve parts on the next car in a train to initial quick service position. The triple valve device on said next car then functions in a similar manner and, in this way, a quick response to the brake'pipe reduction is itransmitted serially throughout the length of the train."

This initial local reduction in brake pipe pressure also acts to hasten the movement of the local triple valve parts to brake application position, and further, insures the movement of the v-local-triple'valve parts toward application posi- When" thepiston 27 and graduating slide valve 29 -move to the initial quick service position as shown in;}Fig. 3, the collar 41 on the piston stem 32 is brought into engagement with the rear end movement of the piston toward service position, the main'slide valve will be shifted in the same direction.

The main slide valve, as it is thus moved, cuts off the communication from the'brake pipe passage 36'to the passage'f43 and also cuts off communication'from' the brake cylinder passage 38 to the atmospheric passage 40. A further forward movement of the main slide valve now causes the service'port46 and quick service ports 47 and 48 the main slide valve, which have been previously connected'to the passage 43 in theauxilia'ry slidevalve upon the initial movementof the auxiliary slide valve relative to the main valve,jto be opened to the respective brake cylinder passage 38, brake pipe passage 36 and quick service passage 8 in the triple valve casing, so that'fluid under pressure is then admitted from the auxiliary reservoir 3 to the brake cylinder '4 by" way of passage and pipe 38, and fluid under pressure is also vented from the brake pipe to the brake cylinder by way of passage 36,*po'rt47 in the main slide valve, passage 43in the auxiliaryslide valve, port 48 in the main slide valve, passages 8 and 9 past the ball check valve-10, passages15 in the check valve cage," chamber '6 and passage and pipe 38.

When fthe triple valve parts are shifted to final quick service position, as just described, the piston 27 engages the stop 26, after which the further forward movement of the piston and slide valves toward full service position is yieldably'resisted by the graduating spring 25. The'triplevalve parts upon reaching full servicepos'ition,'as' shown in Fig. 4, will come to a stop due to the quick service communication from the brake pipe being cut off and the increasein the rate of flow of fluid from the auxiliary reservoir to the brake cylinder. In the event of the triple valve parts moving outwardly beyond full service position, the capacity of the service port is rapidly increased and the rate of 7 decrease in auxiliary reservoir pressure is correspondingly increased. By this means the triple valve parts are prevented from unintentionallymoving to emergency application position'duringa 'service application of the brakes.

"Itwillherebe understood that, in the present embodiment ofmy invention, the final quick service'venting of fluid from the brake pipe to the brake ,cylinderand the movement of the triple valve parts from quick service position to full service position are accomplished in substantially the same manner as in the standard Kf t'ype gof triple valve device described in .detail in WV. uTurner :Hatent "Non mosses, issued September 1,'I1914. For :this: reason 1& more; detaiiedcdescrintionrdealing with themelative sizes andsshapereftthesservieeaandcauick service lports andanassagessisvdeemed unnecessary. .1

thesspring5 and atiztheirear f the train, where :After theraiixiliary;reservoir-pressurelhasbeen reduced by flowztnrthe:brakemylindeninraservice application of the brakes to substantially :equal the pressure .in zthe-cbrake ipipe, the ;piston .27 shifts the iagnaduatin valve rearward irelative to thee-main \slide valve to; lapgposition; in which therefiow 10f rfiuid from rthe axuilia-ry :reservoir to the :brake ceylinderiis closed :off. ;If (the main slide :valve should be -.in equick service position when: the piston: moves: to lapzpositioma-the auxil iary slide :valvenwillllap :thepaquiok service lLpOItS 4:7 and :48 :the main slide nvalve 050 that no further quick :service now 'rof fluid .from the brakezpipewillmccuri If .the triple valve parts sholllcltberinfullserviceposition when. the piston moves =.to :lap reposition, the quick service :ports 4'7 and 48 willxbexlappedi by the graduating valve, :but :this is :of -.no consequence since the main slide :valve'in;full.;service position closes communication from the .brake .pipe to the brake cylinder. I l a a i i 1T0 effect :the xreleasex of ::the brakes, the brake pipe; pressure is T increased in i the usual manner. At rtheshead end. of paltrain, where this increase releaseiposition; asshown ine Fig. 2,. compressing the;inerease.in brake pipe pressure is slower, the

triple-valve .parts :will'be shifted to full release Withithe triple valve=parts iniretarded release position, ifluid=under lpressure is "released from the :brake "cylinder :to :the :atmosphere "at a retarded rate by way of pipe .and passage 38, cavity :39 "sin the :main :slide :valve, a restricting passage e49, a l cavity :50 1 and :passage .40. With the piston (27 in retarded 1 release position, fluid under 1 pressure supplied from I the brake pipe to :reservoir.=3.

the :piston chamber :flows through-t the ieed groove 23 to the valve ichamberBO and from '=With rthe ltriple more rapid rate'fromthe brake cylinderby way of :pipeand-passage 38, cavity "39 in the main :slide valve and passage 40, so .that although the brakes on the cars at x the-head end of the train :may start to-release before 'thoseon the cars at the rear end-of the train, :the release of :flui'd under=pressure from thei bra-ke cylinders :on-"the carsat the head-end of the-train'is-sufficiently slow to insurea more riearlysynchronous release of the brakesthanwould otherwise be the case. With the :main slide valve 28in full release 1 position, fluid under; pressure from ,the :brake: pipe" passage 36 fiows through port 37 a in v the main: slide valve toith'e valve chamber 30andzfrom1thencerflows.through pipe 31 to the auxiliary reservoir-3.1 i l With the triple valveiparts in full release position, :.the iport:37 iin tthej maingslide: walve 28 igesenzo valve :parts in full release position, fluid under pressure-is =released at a is'uzopen :to :the walve: chamber .130, i so :that fluid at brake pipe :pressuretfiowing through the l port cannot ;.act. to raise the :.graduating valve :from

its seat. i t

(It :will rbezlunderstood ?that the feedugrooves 23-;will1restrict theiflowof fluid to the auxiliary reservoirs:,onithe carsvat the head end of "the train, so that :more ;fiuid 'under pressure :will flow'tlnzough thebrakepipe totherear ofthe train andaconseduently the recharge-of thelauxiliary. reservoirs .on the ..cars at the "rear. end of the trainzis hastened.

;When the pressures of afluid on opposite sides of zthepistonstsz'lvon the cars at the head-end of the strain 'gbecome substantially equal; the spring :315 =acts 1'00 :return the piston and slide valve to full release position 1 in the l usual well known manner. l

xlfiitisrdesiredto effect an emergency application iof :the brakes, a sudden reduction in brake -zpipe pressure iS'L efiected, which permits auxiliary r-eservoir h pressure in piston chamber 30 to promptly move the piston 2'7 andslide valves ;2'8--;and 29 :from full release position to emergency position, in which latter position the piston engages lza gasket 51. 31h this position fluid .under pressureis supplied from the auxiliary reservoir t. and valve chamber .130 through an emergency iport 52 in-the ;main slide \valve and; passage andlpipe 38,120 the-brake cylinder 4.

.Upon tanrincrease inbrake pipe pressure to @fififiha release-of the brakes after; an emergencyappl-icatiom the triplea-valve parts are shifted from iemergency g position;to release position in theesame manner as before. described in connection'withithereleasaof the brakes after aservice-(application; I i i :The purpose of ithe check valve 10 is to prevent-the backiflow-ofifiuid from .the brake cylinder to lthebrake ,pipef'when the triple valve device is :in application position 7 and the brake pipelpressure-is lower than brake cylinder ,pressurewas vould be the ease the ;event of an overreduction in-bnakepipe pressure beingefet d, a i a .w-Fromithe. foregoing-description itiwill be seen thatibythe use-of a-triple-valve device which has,- beeng modified in accordance with my invention the :usual :fluid pressure brake equipment which was designed i to control 1 the brakes on a train up1to one1hundredears will function to Whileione illustrative embodiment of the invention has :been described in detail, itis not my intentionto limit itsvscope tothat embodiment orhotherwiselthan by'the terms of therappende'd claims.

"Having now described my invention, what I claim as new and desire to secure by Letters et i t IQ-In a fluid pressure brake equipment, the

combination with a brake pipe and a brake cylinder, of--a triple valve device comprising a salvaged casing having a chamber from which a quick action mechanism has been removed and which is open at one end and which is also open to a communication through which fluid under pressure is adapted to be supplied to and released from the brake cylinder, said casing al-r 'so" having a brake pipe :passage which was formerly a quick service passage, a salvaged cap having a chamber from which a check valve mechanism has been removed and which is open at one end and also open to the brake pipe and to said passage, said cap being secured in its original position to said casing, a member clamped between said cap and casing and closing the open ends of said chambers, and means included in said triple valve device operated upon a reduction in brake pipe pressure to establish communication from said passage to the chamber in said casing for locally venting fluid under pressure from the brake pipe to the communication through which fluid under pressure is adapted to be supplied to and released from the brake cylinder.

2. In a fluid pressure brake equipment, the

. combination with a brake pipe and a brake cylinder, of a triple valve'device comprising a salvaged casing having a chamber from which a quick action mechanism has been removed and which is open at one end and which is also open to a communication through which fluid under pressure is adapted to be supplied to and released from the brake cylinder, said casing also having a brake pipe passage which was formerly a quick service passage, a salvaged cap having a chamber from which a check valve mechanism has been removed and which isopen a reduction in brake pipe pressure to establish communication from said passage to the chamber in said casing for locally venting fluid under pressure from the brake pipe to the communication through which fluid under pressure is adapted to be supplied to and released from the brake cylinder, and a check valve device contained in the chamber in said casing and secured to the casingfor preventing back flow offluid from the chamber in the casing to said passage.

3. In a fluid pressure brake equipment, the combination with a brake pipe and a brake cylinder, of a triple valve device j comprising a salvaged casing having a chamber "from which a quick action mechanism has been removed and which is open at one end and which is also open to a communication" through which fluid under pressure is adapted to be supplied to and released from the'fbrake cylinder, said casing also having a brake pipe passage which was formerly a quick service passage, a salvaged cap having a chamber from which a check valve mechanism has been removed and which is open at one end'and also open to the brake pipe and to said passage, said cap being secured in its original position to said casing, a member clamped between said cap and casing and closing'the open ends of said chambers, an auxiliary reservoir, and means included in said triplevalve device normally establishing communica- ;tion through which fluid under pressure is supplied from said passage to said'reservoirI and operated upon a' reduction in'brake pipe pressure for closing said communication and for establishing a communication 1 through which fluid under pressure is'vented from said passage to the chamber in said casing toeffect a local reduction in brake pipe pressure.

4. In a fluid pressure brake equipment, the combination with a brake pipe and a brake cylinder, of a triple valve device comprising a, salvaged casing having a chamberirom which a quick. action mechanism has been removed and which is open at one end and which is also open to a communication through which fluidunder pressure isadapted to be supplied to and released from the brake cylinder, said casing also having a brake pipe passage which was-formerly a quick service passage, a salvaged cap having a chamber from which acheck valve mechanism has been removed and which is open at one end and also opento thebrake pipe and'to saidv passage, said cap being, secured in its original position to said casing, a member clamped between said cap and casing and'closingthe open ends of said chambers, an auxiliary reservoir,

and means included in said triple valve-device normally establishing a communication through which fluid under'pressure is-supplied from said passage to said reservoir and also establishing a connection from the brake cylinder communication tothe atmosphere and operated upon areduction in brake pipe pressure vfor first: cl0sing the communication from the passage to the auxiliaryreservoir and for their establishingsa communication from the passage'tothe chamberin said casing to effect a local reduction in brake pipe' pressure.

- 5. In a fluid pressure i brake equipment, the

combination with a brake pipe andya brake 'cylinder, of 'a triple'valve device comprising a salvaged casing having a chamber from which a quick action mechanism has been removed and which is open atone endand which is also open to a communication through which fluidunder pressureis adaptedto be suppliedto and rel'easedfrom the brake cylinder, said casing also having a brake pipe passage which was formerly a quick service passage, a'salvaged cap having a chamber from which a check valve mechanism has beenvremoved and which is open at one end and also open to the brake pipe and to said.

ing the communication from thepassage to the,

auxiliary reservoir, then establishing a communication from said passage to the chamber in said casing to eflect an initial local reduction in brake pipe pressure, then closing the communication from the passage to the chamber in the casing, and closing the connection from the brake cylinder communication to the atmosphere-and then establishing a communication through which fluid underi pressure is supplied from the auxiliary reservoir to the brake cylinder to effect: an application of the brakes and also establishing atcommunication from the passage to the chamber in the casing to effect a secondlocal reduction in brake pipe pressure.

6. In a fluid pressure brake equipment, the combination with a brake pipe and a brake cylinder, of a triple valve device comprising a salvaged casing having a chamber from which a quick action mechanism has been removed and which is open at one end and which is I also open to a communication through which fluid under pressure is adapted to be supplied to and released from the brake cylinder, said casing also having a brake pipe passage which was formerly a quick service passage, a salvaged cap having a chamber from which a check valve mechanism has been removed and which is open at one end and also open to the brake pipe and, to said passage, said cap being secured in its original position to said casing, a member clamped between said cap and casing and closing the open ends of said chambers, an auxiliary reservoir, and means included in said triple valve device normally establishing a communication through which fluid under pressure is supplied from said passage to said reservoir and also establishing a connection from the brake cylinder communication tothe atmosphere and operated upon a reduction in brake pipe pressure for first closing the communication from the passage to the auxiliary reservoir, then establishing a communication from said passage to the chamber in said casing to effect an initial local reduction in brake pipe pres- I sure, then closing the communication from the passage to the chamber in the casing and closing the connection from the brake cylinder communication to the atmosphere and then estabvaged casing havinga chamber from which a quick action mechanism has been removed and which is open at one end and which is also open to a communication through which fluid under pressure is adapted to be supplied to and released from the brake cylinder, said casing also having a brake pipe passage, which was formerly a quick service passage, a salvaged cap having a chamher from which a check {valve mechanism has been removed and which is open at one end and also open to the brake pipe and to said passage, said cap being secured in its original position to said casing, a member clamped between said cap and casing and closing the open ends of said chambers, said triple valve device also comprising a main valve normally connecting said brake cylinder communication to the atmosphere, a graduating valve having a movement relative to the main valve and a movable abutment for operating said valves, and means operated upon movement of the graduating valve relative to the main valve for connecting said passage to the chamber in the casing to locally vent fluid under pressure'from the brake pipe.

8. In a fluid pressure brake equipment, the combination with a brake pipe and a brake cylinder, of a triple valve device comprising a salvaged casing having a chamber from which a quick action mechanism has been removed and which is open at one end and which is also open to a communication through which fluid under pressure is adapted to be supplied to and released from the brake cylinder, said casing also having a brake pipe passage which was formerly a quick service passage, a salvaged cap having a chamber from which a check valve mechanism has been removed and which is open at one end and also open to the brake pipe and to said passage, said cap being secured in its original position to said'casing, a member clamped between said cap and casing and closing the open ends of said chambers, said triple valve device also comprising a main valve, a graduating valve having a movement relative to the main valve, and

- a piston operated upon a reduction in brake pipe pressure for actuating said valves, means operative upon movement of said graduating valve relative to the main valve for establishing communication from said passage to the chamber in the casing.

9. In a fluid pressure brake, the combination with a brake pipe, of a triplevalve device comprising amain valve having a port in communication with the brake pipe, a port in communication with a passage to which fluid under pressure is adapted to be vented from the brake pipe and two ports through which fluid under pressure is adapted to be vented from the brake pipe, at graduating valve movable relative to the main valve and a piston operated upon a reduction in brake pipe pressure for actuatingsaid valves,

said graduating valve having a cavity for connecting said ports in the main valve when the graduating valve is moved relative to the main valve, the first mentioned ports and said cavity establishing a communication through which fluid under pressure is vented from the brake pipe, said main valve upon movement by said piston first closing said communication and then bringing the second mentioned ports in communication with the brake pipe and passage and also establishing a communication through which fluid under pressure is supplied to effect an application of the brakes, the second mentioned ports and said cavity establishing a communication through which fluid under pressure is vented from the brake pipe, and finally closing the last mentioned communication.

CLYDE C. FARMER. 

